kleckler



H. KLECKLER.

FUSELAGE FOR AEROPLANES.

APP\LICATION FILED SEPT.2I, 1915.

Patented Aug. 15,1916.

7 SHEETS-SHEET l.

H. KLECKLER.

FUSELAGE FOR AEROPLANES.

APPLICATION FILED SEPT.21119I5 Patented Aug. 15, 1916.A

SHEETS-SHEET 2.

@MW/mm2 NEE R. rw ww @E VVA HW IN E H .H

H. KLECKLER.

FUSELAGE FOR AEROPLANES. APPLICATION FILED sEPT.2I,.I9I5.

l 1 95, 1 4&2 Y Patented 15, 1916.

e4 57 Invenkor 52 l HENRYKLECKLIQ.

H. KLECKLER.

FUSELAGE FOR AEROPLANES.

APPLICATION man sEPLm, 1915.

l ,l 95, l 42 Patnted Aug. 15, 1916.

7 SHEETS-SHEET 4^ H. KLECKLER.v

Y FUSELAGE FOR AEROPLANES.

APPLlcATloN FILED sEPT.21,1915.

Patented 15,1916.

7 SH -SHEET 5 lIllllllllllllliilIllllllllllllmlllll Inventor HENRY KLCKLE H. KLECKLER.

FUSELAGE FOR AEROPLANES.

APPLICATION FILED SEPT.21,1915.

Patented Aug. 15, 1916.

:SHEETS-'SHEET s.

IUVepor HEN EY KLECKLEQ.

H KLECKLER FUSELAGE FOR AEROPLANES.

APPLICATION FILED SEPT.2I, I9I5. 1,195,142.r PmenIedAug.15,1916.

.7 SHEETS-SHEET 7,

INOENTOQ I1 EN RY KLECKLER ATT C12N FN `:HENRY KLECKLER, OF BUFFALO,

MOTOR CORPORATION, OF

i FUSELAGE FOR AEROPLANES.

. u l Specification of Letters Patent.

' `ToaZZwLomtmaycanteen/1.:' Y

Be it known that I, HE Y KLECKLER, l citizen of the United Statbs residing at BuEalo, in the county of Erle and Stateof 5 New York,.have invented certain new and useful Improvements in F uselage for Aeroplanes, of which the cation.

This invention relates to heavier-than-air flying machines, and more particularly relates to the specific fuselage of such machine as embodied in what is known as the @tractor type. l i' Asa principal object it is contemplated by; this invention to secure a maximum factor of safety in aeroplane construction, and to employ means to this end entailing the minimum, only, of weight. This is, of course, a prime desideratumin the construction of all air craft, but the aeroplane constructions heretofore evolved have not attained -a maximum degree of success in this direction. The present 4invention discloses means whereby the operative efficiency of flying machines may be enhanced as a whole yby various departures fromthe customary practice in arrangement and detail construction, each such departure simplifying the arrangement .to which it pertains, andthe final assemblage being productive of the strong, eiicientand relatively light machine desired. A

A more specific object is to reorganize the draft system of a tractor aeroplane by connecting the enginevbed support directly to the main supporting structure through the medium of rigid draft bars. As reorganized, the draft system includes means rendering forward thrust of the tractor effective upon-,the theoretical center of resistance, such effective thrust being transmitted to the supporting v surfaces of the machine by' respective portions ofa draft yoke connecting with said means'at the center of resistance. l y t. u

A further object is to ehminate plercing of the wooden longerons and the struts of the fuselage for-attachment to each other,

the former necessity for this being obviated 'clampingly con'nect.

bythe provision of fittings -attached to intersecting wooden parts and to provide suitable anchorages for the 4bracing wires or cables.

A still further object and one related to that immediately,v preceding, is to construct following is a specifisupported by such posts,

. of the outstandinglll wings. 'tical sectional view through the fitting of Patented Aug. 15, 1916.

Application fuea september 21, 1915. serial No. 51,775.

the mentioned v,fittings with*- such common NEW YORK, ASSIGN OR TO CURTISS AEROPLANE & BUFFALO, NEW YORK, A CORPORATION 0F NEW`YORK.

characteristics as to permit universal appli- A cation of a few fixed types to all the desiredfuselage connections, thus materially reducing manufacturing costs. Y

It 1s 'an object comprehending in scope all the foregoing to evolve an assemblage of parts w lich shall consider the fuselage wing i posts as the basis of construction, the supporting surfaces for the aeroplane being ,erected directly thereover and connected therewith, the engine bed being rearwardly the draft frame being rigidly connected tiheretoA and subsequently to the supporting surface structure, and the running or landing gear being braced directly tothe posts and to the draft frame. l i

The above 'and additional objects are accomplished by such means as are illustrated in the accompanying drawings described in the following specifications and then more particularly` pointed out in the claims, which are appendedyhereto and form a part of this application. With reference'to the drawings wherein the is illustrated the preferred embodimep t of this invention, both as to detail' and as to assemblage, and throughout which like characters of reference designate similary parts; Figure'l is a View of an aeroplane fuselage with the outer skin removed. Fig. 2 is a plan View of an upper longeron of the fuselage. Fig. 3 is a side elevation of the upper longeron. Fig. 4-is a plan of a lower longeron. Fig. 5 is a side elevation of the lower longeron. Fig. 6 1s anenlarged,

fragmentary, horizontal viewv of longeron. Fig. 7 is a transverse, sectional view, taken on the line 7-7 of 'F ig. 3. Fig.

8 is a similar View taken on the line 8-8 of `engine bed. Fig. 11 is a transverse section through the one side of the showing parts in elevation. face view of the fitting carried engine bed, Fig: 12 is av by the engine a lower.

section wing postsfor the hingel connection Fig. 13 is aver- Fig. 12.1;V Y Fig. 14 isA a perspective View, fromA --there,to. Fig. 15 is a detail end elevation of lthe socket employed in the connection of Fig. 14. Fig. 161s aside view of the socket. Fig. 17 is a plan view thereof. Fig. 18 is a perspective detail of a longeron portion having connected thereto botha vertical and a horizontal strut, by the novel clamp fitting of this invention. Fig. 19 is a side elevation of the clamp and its fitting removed. Fig. 20 is a front elevation thereof. Fig. 21 isa plan View of the blank from which the clamp may be struck up. Fig. 22 is a view of the blank for a tting employed in conjunction with the clamp. Fig. 23 is a sidel view of the clamp per se. Fig. 24 is a side view of the fitting' per se. Fig. 25 is a front elevational view of a wing post socket especially provided by this invention. Fig. 26

is a side elevation ofthe same subject matter. Fig. 27 is a plan View of the socket per se. Fig. 28 is an enlarged vertical'sectional detail ofthe socket ears.` Fig. 29 is a per.- spective'l View of the tail portion of the fuselage,` showin-0 the manner of resiliently mounting the tail skid, and Fig. 30 is a detail 'sectional view taken through a portion ofl this yieldable mounting.

In undertaking detail description of the Jfuselage construction provided by this invention, reference will first be had to Figs. 18 inclusive, illustrative of the longeron details and assemblage. The upper longerons 30 are substantially horizontal, although inwardly curved during their rearward extent,

as is denoted by the numeral 31 of Fig. 2.

This provides for a narrowing chassis, as

the fuselage is 'required to sustain but small weight at its rearward portion. The lower longerons 32 are curved in both the vertical and horizontal planes, reaching their greatest vertical curvature at the pilots cock-pit, and having a horizontal curvature equal to that of the upper longerons. Vertical struts 33 connect pairs of upper and lower longerons and horizontal struts similarly -connect both upper and both lower longerons. Fuselage wing posts 34 and 35 are erected at a forward inclination and upon each side of the fuselage, the forward posts 35 marking the termination of the shorter upper longerons although the lower longerons are extended Itherebeyond to form the basis for the engine section.

At their forwardy extremities, the lower longeronsv 32 support a draft frame 36 through the medium of the integral and attachedears 37 of the latter. Draft bars 38 are also connected at their forward terminals to the pairs of ears 37 and extend rearwardly for connection to the forward wing posts 35, .at the point of` intersection therewith of the longerons 30. -Forward and rear posts 39 and 40 are maintained in alinement with respective fuselage Vwing posts and carry the engine section panel 41k ofthe aeroplanes supporting surfaces. The upper* terminals of the rear posts 4() and the lower terminals of the fuselage wing posts 34 are each connected by bracing wires ,or cables 42 to the respective forward extremities of the upper longerons 30. Clips 43 are employed at the intersection of each longeron 30 with a forward fuselage wing post 35, draft bar 38, engine panel post 39, and wires 42. As is illustrated in detail in Fig. 9 a

pairof'clip faces 43, in this fitting, are conl nected by walls'44-which fit'ovfer the lon gcron terminal. Forwardly projecting ears 45 are complementally formedon the clip faces to mount the rearward terminal of each draft bar 38, while a similar pair of ears 46 carries an I-bolt to which is connected the upper terminal of a bracing wire 47 extending forwardly for a bracing func- Ition to be later 'more fully set forth. A

third pair of complementary ears 48 are pro- `jected ldownward and connected with-'the upper terminal of the fuselage wing post 35. A diagonally and rearwardly extending air of ears49 mount one terminal of the owermost bracingv wire 42, the uppermost wire being supported by an-I-bolt suitably arranged between the socket portions 50 of the clip faces 43, .the forward engine panel posts .39 being mounted in such socket in alinement with the respective fuselage wing post- 35. Awire 42a connects with the rearward terminal of the uppermost draft'wire 42, at the top of each rear wing post 40, and extends therefrom to an anchorage on the fuselage, counteracting the forward pull of this draft' wire.

It is now to be pointed out that the wires 42 act as a draft yoke, the continuation of which lies along the draft bar 38. The wires 42 being respectivelyconnected to the supporting surfaces ofthe aeroplane, against which acts the inertia of the machine to flying, serve to connect such surfaces directly to an assumed center of resistance, which is in turn direct-connected to the Idraft frame 36 through the medium of the bars 38, so that the center of thrust, lying along the propeller axis is enabled to apply the maximum tr-active effort at the point where the resistance may be considered as being concentrated. V

By this` draft system the tractor thrust places the posts 34, 35, and 40 in compression while placing the forward panel supporting posts v39 in tension. The actual center of resistance of the aeroplane may or may not lie exactly along the horizontal strut 51 which connects the upper ends of fuselage wing posts 35, but connection of thedraft bars 38 to such posts has been found to -be a practical application of the draft theory discussed in thel foregoing.

- sion members of ample laterally beyond the ing upon this bracket which are carried by the formed upon the body and posts connecting bar 52.`

It is further designed by the present invention to arrange for a novel support of the engine bed, suspending the bed beams directly from the forward post 35, in com-- pleting the draft arrangement. For this proposition fuselage wing posts 35 are intermediately connected by arod 52 (Fig. l0) which pierces the rear extremities of the engine bed beams 53. Thelower terminals of the posts 35 areconnected by tubular wing tie rods 54, which are receivable within shallow vsockets formed in the bottom edges of these posts, such sockets being adapted to be closed by the upper edges of the longerons 32, when the posts 35 are placed in contact therewith. The entire structure is made rigid by means of clips or brackets wing post 'terminals in a manner surrounding the projecting tie rod extremities and overlapping the longerons. These tie rods or tubes are interchangeable in` their position with either the forward or rear wing posts, and serve to unite the fuselage at a point where it is imperative that the lifting force upon the wings of the aeroplane be taken up by 'tenstrength. Thev ends of each tie tube 54 are closed by caps 55 which are first threaded into the tubes and subsequently brazed or otherwise firmly' attached. Hinges 56 are formed to outwardly project from these caps 5 5v to serve as points of attachment yfor the aeroplanessupporting ksurfaces which are thus demountable in the approved manner. Compression collars have their substantially, cylindrical body the numeral 57, arranged adjacent the extremities of each tie tube, such collars being provided with back plates -58 which extend tube for contact with the inner surface of the posts 35 or more properly ywith the plates carried atthe lower terminals of such posts. An ear web 59 is at right angles to e purpose of mountthe bracing arm 60, which is to be responsible, in conjunction with the rod 52, for the support of the engine bed posts. An anglebracket 6l forming a right angularpseat for each bed beam is carried 'at the ppel` extremity of each brace 60 andNthe ,bed'beamsare maintained within their respective bracket seats through the lmedium oflbolts-62, or an equivalent fastening means. Tubular spacing bars 63 maintain the engine bed beams. at a constant distance from eachother and from opposite fuselage posts 35, such bars surrounding the Laterally extending ears 64 are formed upon the collars 57 the' back plate 58 for th for the anchorage of suitable stay wires or and rearcables 65 extendingl 4forwardly wardly in horizontal planes.

lThe clip or clamping bracket connecting supported by of a plate lower wing of theportions denoted by wardly through the this radiator, and the inol'osure and bottom cowls 77 and 78 the longerons 32 with the forward wing osts 35 of the fuselage without necessitating piercing of the former parts consists of a pair of complementary plates which are applied'to the lateral faces of each post 35 and at its lower terminal in order to project' therebeyond into the lapping relation with the corresponding longeron 32 which is illustrated in Figs. 9 and 13. Each of these plates 66 is flanged laterally at right angles along its bottom edge as denoted by the numeral 67 in order to support one of the running gear post sockets, as will be presently described. These plates 66 are centrally cut away as at 68 for the passage therethrough of the terminals of the tubular support 54 and ears in complementary pairs are formed to project forwardly and rearwardly upward from the plates for the anchorage thereto of stay wires 69, which coact with lthe wires 47 in bracing the engine section of the fuselage. The upper portion of the outermost clips 66 ofeach angularly flanged in a lateral direction and apertured for the anchorage-'of stay wires connecting to the demountable wings of the aeroplane.

Forwardly the engine bed beams 53 are the draft plate 37, while struts formation serve to intermediately support the beams, in conjunction with braces 7l which are connected to the central portion ofthe draft bars 38. The engine, denoted by the numeral 72 is mounted upon these bed beams-in any approved manner, 1

having its driven shaft projecting fordraft plate frame for the carriage of a'tractor. The wires 69 and 47 cross eachother and are anchored at respective extremities of the draft bar strut 71. Lift Aand driftv wires are denoted collectively bythe numeral 73, serving to brace the successive fuselage sections defined by intersection with the upper and lower longerons of the vertical and horizontal struts 33,

pair. is

according to the well known fashion which i forms 'no invention.

A radiator 74 forwardly abuts the draft frame and is braced to the upper terminals of the fuselage wing posts 35 by bars 75. A hood 76 for thel motor 72 is-supported by of the engine section is completed by the addition of side respectively. Continuing the streamline formation of the part of the subject matter of this ,engine section is a main pit cowl 79, the continuity of which is broken only for the provision of an observers cock-pit 8O and a pilots cock-pit 81, the former being immediately behind the fuel tank 82 which is placed within the engine section in juxtaposition to the moto In the'pilots cock-pit is situated a control of the Deperdussin type havingQ the aileron controlling-wheel 83 revolulever 88, also situated 1n the cock-pit. The tail of the fuselage is equipped with the vertical fin 89 and the' horizontal stabilizer 90 of well known application, a fuselage cover 91 serving to deck over the distance connected by between the main pit cowl 79 and the rear planes. A skid 92 is fulcrumed to depend from the tail post 87 and is connected to the fuselage by means of a shock absorbing attachment which will be later set forth in detail.

Attention will now be directed to the specific structure of certain clamp or socket fittings employed by this invention to mount or connect various posts, struts, longerons and other wooden parts of the fuselage, supporting surfaces, and running gear. In this connection reference will first be made to Figs. 14-17, inclusive, in which there is illustrated the socket connecting the running gear beams or braces to the fuselage. The socket is denoted as a whole by the numeral 93 including a base plate 94 and a socket portion 95 mounted thereon -in the angular laterally-directed fashion illustrated. The base plate is of` such configuration as to mate with the flanges 67 formed upon the lower edges of the plates 66 serving to connect fuselage posts 35 with the lower longerons. These flanges and the socket base plate are provided with 'registering apertures for the reception of bolts 96 or a similarly suitable attaching means, thus obviating the necessity of direct connection of these running gear post sockets to the longerons, at the same time, gaining in strength.

The socket 95 is of the streamline ovoidal shape necessary for snug reception of a running gear post or beam 97, and is formed with depending tabsI or ears 98 which extend longitudinally along the beam beyond the limits of the body a fastening bolt 99 or equivalent means extending through the thicker portion of the post 97 such tabs being formed adjacent the forward portion of the socket particularly for this purpose. Provision for the vattachment of bracing wires or cables 100 is made by forming the ear 101 integral with the base 94, and then flanging it downward. Preferably an ear brace 102, of angular plate construction has one iange secured to the socket and extends under the ear 101 to assistin supporting the latter. For the purpose of attaching the socket 95 to the base plate, ears 103 are integrally struck up from the surface of the plate, and

are then ianged into the plane of the lateraly socket surface opposite the point of secure- .of the running gear of the-socket, and are ment of the brace plate 102. Desirable fastening means 104 serve to connect thegsocket to its base through the medium of these ears and the mentioned brace. y

The running gear posts 97 are six in number, three connecting to each of the lower fuselage longerons through the medium of a socket of the character, just described. One of the posts 97 is supported under each of the fuselage wing posts 34 and 35, while the remaining running gear posts for each longeron have their sockets arranged in alinement with the intermediate ldraft bar and engine bed braces and 71. r1`he two rearward posts 97 on each side of the running gear are connected by the angle or fork bracket 105, while the forward post is connected to the jointed rearward posts by the.

skid or bar 106 which carries a bracket 107 provided with a vertical slot 108 in which is movable the axle 109 connecting opposite beams 106. Wheels 110 are carried at the extremities of this axle and are preferably rubber-tired, shock absorbing devices being interposed between the axle and each beam 106 in order to resist downward movement brackets 107 with respect to the axle, as would be the case were the aeroplane to make a heavy landing.

The fitting to be next taken up is the clamp bracket employed in connection with the particular type of longerons illustrated in Figs. 2-8 inclusive, such bracket being adapted to have a practically universal application for the whole length of the longerons for the purpose of securing thereto the vertical and horizontal fuselage struts. For this purpose the longerons have been made of uniform overall dimensions throughout their rearward portion, although there also remains the necessity of having the engine section'portions of the longerons comparatively heavy, to withstand the strain expected to be laid upon them, and the necessity of lightening the rearward construction of the longerons as much as possible, as it would be most inadvisable and unnecessary to provide a heavy tail for the aeroplane.

T o meet all these conditions the forward portions 111 of th longerons are formed relatively thick and are abruptly tapered off, immediately abaft the engine section of 'the fuselage in the manner denoted by the numeral 112, attaining a thickness 113 throughout the remainder of the length. This construction permits of the universal application of a clampv or clip throughout the rearward length of any longeron. Forw ardly of the engine section these clips are not employed, their function being sustained by the brackets 43 previously described as connecting thev fuselage wing uniform overall i 4115 to which the l osing their uniform .'wided the universal fitting illustrated 1n Figs 18-24 inclusive.

Referring primarily to`lf`igs. 21 and 23 in Which-the blank and bent up forms of the clip are illustrated per se, the 'numeral 116 includes the diamondshapedclamp portion of the blank, the overall axis of the diamond being equal to twice f the wid-th of one longeron side, as this clamp portion is designed to embrace the two outer sides of each longero The numerals 117l denote the clip portions of the fitting which 4are formed integrally \vith the clamp portlen and at the extremities of the major axis thereof. The clamp portion embraces the later more fully specified.

longeron and the clip or socket portions engage the abutting extremities of the struts to be.'fastenedA to the longeron.V A- single blank of sheet metal is capable of including, this clamp as an entirety, such blank being-V initially of rectangular shape before stampingor cuttingout the clamp .and clippertions.` The fitting as a jwhole, however, is made up of three separate portions as will be Upon the opposite sides'of the clip body portions 117 are carried socket forming plates 118. which members 117 by b ending lines 119, about which these plates are adapted to be given a one quarter turn forfthe purpose of assummgfa parallel alinement ldefining a socket for the receptionofistrut terminals 120. At their outer extremities-the platesv 118Lare each formed with-.an elongated aperture 1,21 through. which fastening means 122i are. adapted to lexte'ndforfthe attachment ofthe sockets 'to' the strut. Substantially semicircular ears 123 are formed uponfone edge separated therefrom l2y a bending line 1.2-1 about which the ears are adapted, to be flanged for engagementl vwith a face of the strut terminal joining the face rto which the plate is attached as will be readily apparentfrom an inspection'. of

Fig.l 18

Bending lines 125- separateff each of the i clip portions from the extremities of the diamond' shape clamp, and a bending line 126 .coincides with the minor axis of the diamond;l YWhen the fitting is shaped up,

construction thus the blank.

. strength the arevseparated from the' noted that the arrangement oflthe I ing plates upon the extremities of the fitting and the attachment of a tension member to v ythe' bending lines/126 engage the outermost corner 127 of the longeron, reference being had to Fig. 18, while the bending lines 125 engage the corners 128 adjacent to the outermost corner, the clamp thus overlying two '-adjacent faces of thelongeron, being applied at'one of the unchanneled portions 115- thereof. The clip portions of the fitting accordingly overlie the remaining faces of the longeron, thesocketplates being bent up at right angles thereto in the manner illustrated to advantage in` this figure. The strut .socket is therefore readilyfdefnedby the plates 118, which Iform two sides, and by the ears 123 which together form a third side of the socket.4

It now remains to describe, in connection Awith ythe clamp portion of this fitting, the anchor plates employed to coact therewith. Figs. 22 and 24 show respectively the blank one of these plates and the bent up form of Three sides of a body portion `129 of Athis plate are elongated, to provide respectively an ear 130 and a pair of alined arms 131, which in turn are enlarged at their terminal to provide anchoring ears 132, each of these ears 132 is provided with an aperture 133, while the ear .130 has the 'larger aperture 134. For lightness without loss of body of the plate may also be ,/apertured, this being pointed out by. the numeral 135. /Bending lines 136 'define the outline of the body separating the ear and arms therefrom.

' When bending up-this anchor plate the arms 131 are anged at a slight forward an- `gle away from the body as is true also'A of the ear 130. One of these cured upon the extremities 117 of the clamp portion of the fitting, by" brazing or a similarly desirable means of attachment, thus completing the three part construction of the fitting. As shown in Fig." 19, then, the ears 130. of v*adjacent plates will be in parallel relation for'the reception of a bolt 137 thereportion 129 of the plate inv plates is then sebetween, forming an anchorage onthe upper terminal of brace wire 138. These ears also complete the definition of the strut socket by occupying the fourth ner shown. The 'horizontal extending ears 132`similarly receive lift or `drift wires or cables 139 whichu are passed through the apertures in said ears and then locked in the manner shown-or twisted as desired. These wires 138 and 139 are merely particular des.- ignatio'ns', forthe purpose of clarity, of the fuselage wires' previously. denoted,4 by the numeral 73y as collectivev adjuncts of the fuselage assembly. Itis to" be particularly anchorthe projecting ears y130 of each pair of such plates, causes the latter to serve as a means for drawing the two lterminal portions of side thereof inthe man- A the fitting toward each other, whereby the fitting and its adjuncts will be firmly bound o r other fastening means. The edges of the' base plat-c1140 are provided with semispheriv cal recesses 143 through lwhich there extend bolt apertures 144. Three of the sides of L the base platel haveiformed centrally thereon lugs orl ears 145which are centrally apertured as at 146. The remaining base plate A side has similarly formed thel double lug 147 providedwith a of the lugs are anged upwardly from the bottom of the plate in order to make alined- Jair of apertures'146. All

connections with clevises 148 which are relmovably engaged with the respective ears through the medium of bolts, pins, or studs 149. These' clevises are carried on the cxtremities of threaded rods with each of which there engages an adjusting device such as a turnbuckle 150, a tension member leading to the desired stay-point from the turn* buckle". Boltsy 151 are adapted. to extend through the base plate apertures 144 and into exterior contact with the Wing spar in order to mount the socket securely upon the wing, being connected by a washer plate (not shown) on the under surface of the spar,- if so desired. The heads of the bolts 151 are .formed with. semispherical enlargements adapting them to oscillatably seat within the similarly shaped recesses surrounding the boltapertures, in order to mount the socket for adjustment. i i

The means supporting the terminal of a wing post 152 Within the socket just described include a post socket 153 'which engages'the' reducedlterminal of the post by the arms 154 extending upwardly for the connection of means indicated at 155. An ear 156 is carried by the socket 153 and is adapted to extend between the spaced body plate ears 141, the ear 156 being provided with a center aperture 157 which arcu'ately increasesfrom the middle to each end, in order to provide lay for, partial rotative movement of the wing plate about an axis at right angles to the axis of the bolt 142, which permits rotation transversely of the win s..

It will be obvious from the foregoing that rotational movement of the wing post about the bolt 142 shown in Fig. 26 will permit adjustment of the stagger between the bi plane wings, that is the amount of yadvance accorded the upper wing over the lower. In the same manner rotational movement of the wing post with respect to the socket plate although three ears `body plate before the .application of the socket to the wing post, as there 1s no necessity for its employment with a forward wing ost. If it had been wished, however, to adapt the socket plate to a rear wing post', the ear 145 opposite that lone shown-as struck effin Fig. 27 would have been removed in its stead, thus leaving the socket -free for connection by tension members in the three directions desired. 1 v.

'There now remains to disclose, as a particular feature of the present fuselage 'construction, the manner of mounting the rear* skid 92 upon the tail of the aeroplane in such manner that it will be equipped to absorb alltheJ shocks incident to an ordinary landing of the machine after flight. In this connection attention is directed to Figs. 29

and 30, the former showing the manner in which the longerons of the fuselage are connected to `.the tail post 87 upon the lower extremity of# whichis pivotally mounted by socket means 158 an intermediate portion of the skid 92. Forwa-rdly` the' skid is upturned in the -customary manner as is indicated by the numeral 159, and carries upon this curved forward portion a clip 160 whichis U-shaped and encompasses the sides and bottoms of the skid7 its terminals being formed with angularl lugs or ears'll. Each of these lugs is apertured to loosely accommodate theV-shaped shackle'162 the extremities of whose arms are removably connected ybyy suitable bolt means. A lugi163 similar to the lug described upon clip160 depends from the adjacent fuselage fitting 1 64 which differs from the typical fitting y1 16 only by reason of the provision of this ear, the -latter also carrying one of the shackles 162. A cylinder o`r ring of some such elastic material as rubber is denoted by the number' 165 and is adapted to have its edges embraced by the terminals of thev V-shaped haveits forward portion yieldably swung beneath the fuselage. For this reason any blow upon the shorter end of the skid as'the machine comes in contact; with the ground Athe skid clip ears 161, so that the skid may to which the clips are and its ground-running strainsJ tied to. a sin the fuselage wing will cause the curved upper end 159 to move in such fashion as to exercise the resiliency of its suspension, accordingly absorbing the shock of landing which would otherwise be transmitted directly to the fuselage.V A buffer bar 168 connects the lower longerons 32 immediately over the inner .terminal of the skid, sol that-anyblow'upon the longer side of the skid, not be able to drive' the skid upwardly into the fuselage, to do damage to the struts and lift and drift wires, until this bar has first been demolished.

In all of the foregoing there has been disclosed a fuselage construction which is capable of attaining the objects previously presented," The ttings l. employed at various points along the longerons to connect thereto the struts, the fuselage wing posts, and

the running vgear braces afford a'lighter and stronger structure than has hitherto been evolved. i Lighter, because the wooden parts need not be made of strength is also an important function of the draft system', since the bars 38 not4 only rigf idly connect and reinforce parts 4subject to great strain, but also transmit, the forward thrust of.v the tractor directly tothe point where its application is most desired, a saving notlonly in the power otherwise disseminated fromits point of prime usefulness but also in elimination upon parts not. so well adapted to withstand them. The provision ofthe universal clips A4ofJ the fuselage connecting the struts tothe longerons, and the.l complementary arrangement of each. longeron 'as of a unlform cross section throughout that driving strains gle portion of the fuselage (that defined by lfied aeroplane construction -which in assemblage hasl all of theadvantages previously enumerated. I

While in lthe-foregoing, however, there 'has thus been illustrated in the drawings and described in the specification, such combination and arrangement of elements 'as constias respects its fulcrum 158 will an eXtra thickness in order to be able to' withstand the weakening` effects transmitted thereto by piercing them4 of unnecessary strainsposts) providesa simpli- 4 draft. yoke continuing veach bar tion, it is nevertheless desired to emphasize the fact that such amendments to these disclosures may be made in the matters of proportion and degree, for later adaptations of this present aeroplane construction as fall within vthe scope of the appended claims.

` What is claimed is: p

In an aeroplane, a fuselage, posts defin-- ing a certain section of said fuselage, and means individually tying each of such ordinary aeroplane elements assupporting surfaces, running gear, and the power plant, d1- rectly and commonly to said fuselage section.

2. In an aeroplane, wing posts, apower plant, supporting surfaces, running gear, means connecting said power plant to certain of said posts, and means `individually con-l necting said surfaces and' gear to each of said posts. 'Y 8. In an aeroplane, wing posts, supporting surfaces, posts connecting the surfaces to said wing posts, a power plant, means con- 'necting the power plant to said wing posts, intermediate bracing means for the said connecting means, running gear, and means connecting the running gear separately to each wing post and each of said bracing means.

In an aeroplane fuselage, posts, aerial surfaces supported above and below said posts and stays connected faces and commonly united posts to form a draft yoke ter and said surfaces.

5. .In yan aeroplane fuselage, posts, aerial surfaces. supported above and below said posts and stays connected to the rear 4edges of said surfaces andv converging forwardly to an intermediate anchorage upon respecupon respective tive posts, to form a draft yoke between the latter and said surfaces. l

6. In an aeroplane fuselage, forward and 'rear wing posts, supporting surfaces, and stays arranged in pairs to connect rear edges of said surfaces to corresponding forward posts. v

' 7. In an aeroplane fuselage, tem including a power plant, a ceive the pull of said power plant), supporting surfaces offering some resistance to fogward progress, posts iyn the fuselage serving to concentrate such resistance and means a draft sysyoking each surface and said frameto said posts. i'

8. In an aeroplane fuselage, a draft system includinga power plant, aerial surfacesA above and below the fuselage offering aicertain resistance to forward progress, fuselage tute the preferred embodiment of this invend i to separate surbetween the laty frame to re- I posts, means supporting said surfaces uponand connecting between said frame and said'posts to concen- .trate the pull of said power plant,4 and a for direct .action upon said surfaces from the posts.'

-9. In an aeroplane fuselage, a draft Systhem to said posts, Vdraft bars lowerlongerons,

the forward ends of said lower longerons tem including a power plant, a frame to receive the pull of said power plant, supporting surfaces offering a certain resistance to forward progress, posts in the fuselage serving to concentrate such resistance, bars connecting the frame rigidly to said po-sts, a draft yoke continuing each bar to respective surfaces and means tying certain of the surfaces back to the fuselage opposite to said yokes. l

10. In an aeroplane fuselage,

a draft frame supporte upper and d at posts connecting the upper and lower lonlower longerons,

tem including fuselage lower longerons,

gerons at the forward ends of the former, draft bars extending between the forward ends of the'upper and lower longerons for connection of said frame and posts, and an engine bed supported at its extremities by said frame and posts.

11. In an aeroplane fuselage, upper and the latter extending beyond the former, forward and rear fuselage posts, wing posts erected on the fuselage posts, draft rods connecting the forward extremities of the upper with the lower longerons, a

Idraft yoke continuing from each bar to connect respective rear fuselage posts and rear wing posts thereto, said rear? wing posts to said fuselage.

12. In anaeroplane fuselage, a draft syspost ancho'rages located approximately in the horizontal plane of the center of resistance, a power plant determining an axis of pull out of alinement ,with .the plane of said'anchorages and a 'rectilinear draft member rigidly connecting safd power plant with said posts to join said axis of thrust directly to the center of resistance.

13. In an aeroplane fuselage, a draft system including fuselage post anchorages embar `directly connecting said power pla-nt the point on the latter yokes, in order to the resistance of the with each fpost at reached by respective transmit the thrust and surfaces direct to said center.

15. In an aeroplane fuselage, upper and wing posts, supporting surfaces carried by. the posts, bars rigidly conof each beam,

and back stays tying -barsy carried by rst necting the forward ends of upper and lower longerons, a draft yoke connecting each bar to the supporting surfaces and a back stay of the surfaces to said leading from one to each corresponding fuselage opposite yoke. l i

16. In an aeroplane fuselage, longerons, wing posts, engine bed beams, means supporting one end of each beam upon certain .of the posts'and means rigidly suspending the other end posts.`

17. In an aeroplane fuselage, wing posts, engine bed beams, barsl mounted-by 'said posts to support one end of each beam, and bars -suspended by the post for rigid connection to the other end of each beam.

18. In an aeroplane fuselage, longerons, fuselage posts arranged between pairs of longerons, bars connecting the posts, engine bed beamsand means supporting said beams on one of said bars and for bracing said beams from another of the bars. v

19. In' an aeroplane fuselage, posts,engine bed beams, a draft frame to support oneend bars inclined from the frame and bars inclined. fromy the posts tothe `other ends of said beams.

20.v In an aeroplane fuselage, posts, engine bed beams, a draft frame supporting one en of each beam, bars inclined'longitudinally of the fuselage to connect the frame to the tops of said posts and bars inclined transversely of the fuselage from the bottoms of said posts to support the other ends of said beams.

21. In an aeroplane fuselage, posts, engine bed beams, a bar joining the posts, brace said bar, a socket seat formed on each brace bar to receivea beam, a rod connecting posts and beams, and elements arranged on the rod to space the several beams and posts fromeach other.

4.22. A wing tie tube for aeroplanes, including a main body tube, abutments caro f each beam .fromthe same to the posts,

ried adjacent the extremities of the tube and hinges extending from the ends of the tube.

23. A wing tie tube for an aeroplane, includinga main body tube, an abutment carried adjacent each end of the tube, a support pivoted to each abutment, and tension wiring ears associated with each abutment.

24;. In an aeroplane fuselage, a wing post provided with an edge-socket, a longeron closing 'the socket of said post, a tie -tube received in the socket and means overlappingly, joining the post and the longeron, and'surrounding said tube.

25. In an aeroplane fuselage, the combination with theC engine bed supports of the fuselage, of a wing tie tube, compression collars c arried adjacent the extremities of said tube, a web formed on each collar and an arm pivoted to each web and extending having a uniform overall vlongerons being channeled from the back of saidL depths.

into a commony alinemen plates.

vtlierefrom'-for the support. of said engine lbed supports; v

26. In# an aeroplane fuselage, longerons perimeter, said toward one end Withoutdeparture from the uniform perimetral dimension;

perimea portion of relatively increased ter an?. perii'ne er, formed thereon, and channels in said vuniform portion, 'said channels being spaced ffrom each other and of various 28. In an aeroplane fuselage, longerons having a uniform overall perimeter, said longerons being channeled in a manner pre serving theuniform perimetral dimension, and fittings for thelongerons universally interchangeable at\all points thereo T29. In an aeroplane fuselage, longerons, having a uniformoverall perimeter, channels of varying -fdepths .provided in4 said longerons at intervals affording solid stations of an equal perimeter land fittings adapted to be clampingly seated upon'v the longerons, and being.univ'ersally interchangeable along said stations.

30. In an aeroplane fuselage, longerons, struts, fittings to connect longerons and struts, a clamp portion of each fitting eInbracing its .longeron, .and'f socket portions formed at the extremities of said clamp por` tion for reception of strut terminals, each socket including lateral p ates and lugs bent from -respective 31. In an aeroplane fuselage, longerons,

., y struts, fittings to connect the longerons and struts, a clamp portion foreach tting embracing the longeron, and socket portions formed on theextremities of the clamp portion .for they reception of strut terminals, each socket including a pair (of integral plates, -lugs bent into common alinement from respective plates and an ear projecting socket portion. to complete the socket; u'

32. A fuselage fitting for aeroplanes. including a longeron clamping" portion, strut clip portions formed at the extremities of f bending the clamp portion and separated therefrom by bendingl lines, socket plates oppositely carried nby each clip portion and separated therefrom by bending lines, and an ear carried by each plate andadapted t be bent at Aright angles-theretojandto the adjacent xclip portio 33. A fuselage fitting for'aeroplanes including al longeron clamp portion, a strut clip portion formed at each extremit of the clamp portionjand separated there om by lines, plates and ears carried by said clip portions and adapted to be bent up struts, each fitting including a clamp to define a socket and members adapted to be secured to each clip portion and to project beyond the socket formed adaptedto be bent therewith to embrace the l s portions carriedfby the clamp portion and A.27. In an aeroplane fuselage, longerons l having a portion of uniform overall longeron, plates and ears formed upon eachl clip portion to incompletely define a strut socket and' members vadapted to, be secured to each clip portion 'for projectin therebeyond in a number of directions, one of which directions completes the definition of the adjacent socket. A

35. In an aeroplane fuselage, longerons, struts, fittings to connect thev longerons and portion to embrace the vlongeron, socket portions I formed on the extremities of the clamp portion for the reception of strut terminals, three-way anchor plates securedto the back of each socket portion,adjacen`t plates having ears in parallelism, a bolt connecting".

vthe arallel ears and a tension-member connecting to Ysaid bolt to bind said fitting upon the longeron.

36. In an aeroplane fuselage, longerons,

struts, fittings to connect the longerons and struts, each fitting includin a singlfe memf b.er,`having iembodied therein a clamp portion and integral socket portions adapted to be bent up at the terminal of the clamp-portion and also including aj pair of similar members arranged for attachment to the socket portions of said single inember, each ofsecond said. members having a' pair of arms extending beyond the respective socket portion and an 'ear 'aiding to define the j socket of such portion.`

37. In an aeroplane fuselage, clips engaging longerons of the fuselage, ears formed on respective clips to converge below the fuselage, a skid mounted below the fuselage at'theconvergence of said clip ears and means resiliently linking the skid to each of the ears converging thereto.

38.` In'an aeroplane fuselage, a tail post,

fuselage'points and means resiliently linka skidfulcrumed upon said post,x shackles .Y

' loosely connected to Said skid and diverging l ing corresponding skid and fuselage sha'ck les for the suspension of said skidupon its fulcrum.` J y 39. In an aeroplane fuselage, a tail post,

a skid fulcrumed on said post, a U-shaped slip embracing aportion of said skid," an

ear formed on each arm of said clip and flanged away fromv the skid, and shackle means engagin the ears 'for suspension of the skid beneat saidvf'us'elage. I l fit).l In ari aeroplane fuselage, a tail post,

. 'means reducing the friction between said a skid fulcrumelnipon said post, a clip carried by said skid and formed with projecting ears, fuselage fittings, formed with similarly projecting ears, a shackle loosely mountedl in each ear, a resilient rin'g connecting adjacent pairs ofshackles in yieldably swinging, said skid below 'said fuselage, and

rings and respective shackles.

4l. In an aeroplane fuselage, a tail post, a sk id fulcrmed on said post, a` U-shaped clip embracing the skid, aperturedears projecting from the arm/s `of the clip, a pair of fuselage clips, an ear formed oneac'h fuselage clip to correspond to one arm of the skid clip, and. means connectlng correspondjing ears to afford the skid a V-shaped resilf ient suspension from said fuselage.

42. In an aeroplane, supporting surfaces, Wing posts, a socket connecting the terminals of each wing post to the surfaces, a

bodyiplate for the socket, central earscar` ried-by said plate, a Wing pqst ear, p ro'- n vided 4with a transverse borlng increaslng 7 2.5

from the center to the ends, and bolt means entering said boring and carried lby the wing posts, a socket to connect each terminal of a post with a surface, said socketiincluding a plate having a duplex connection and multiple single connections from one surface to another, a duplex ear formedl thereon and" single ears also formed on said plate in'numf` bers exceeding the' quantity4 of said single rconnections whereby all `of said connections may` be arranged without alterations of the Asocket plate in anypositi'on of the latter.

45;` In an aeroplanewing post socket, a

plate, spaced 'earsprojecting from the plate, i

. a socket. engaging .thewi'ngpost terminal,-

arms forme-don the socket to` embrace the post `and for connection therethrough, an

ear carried Vbythe socket for loose reception mounting' the ears 'for relative oscillation in betweenthe-'ears-7of said plate, andmeans two". directions -Y l 46. :In an aeroplane, the combination with I for osbination with yfuselage posts, a tieY tube con# Y a Wing spar and a Wing post of means for adjustably mounting the post upon 'the spar, said means including a plate, ears Vformed on the plate, a socket' engaging the post terminal, means mounting the socket in said I plate ears,= and1 bolts extending through said plate and on the exterior .ofsaidispar for attacling the plate to the latter;

'47. In ,an aeroplane, the combination with a wingy spar and a wing post of means for adjustably mounting the post upon the spar,

` said means including a plate, ears formed on the plate, a socket engaging vthe post terminal, a socket ear mounting the 'terminal socket between Isaid plate ears, bolts 'in lateralfcontact with the spar for attaching the` plate thereto, a bearing enlargement formed on eachl bolt head, and meansosclllatablyseating tlie'bo'lt heads in said plate.

4:8. In' a fuselage for aeroplanes, the com- I bination of fuselage posts, a 'wing tie tube connectingthe post extremities, a tierod intermediately connecting the posts and -bracket arms hinged tosaid tube for an ob lique intermediate-connection with said tie rod. Y t

49. In a fuselage for aeroplanes, the comlnecting bottom terminals of the posts, a tie rod inte'rmediately connecting the posts, en-

ties spaced upon said rod, means supporting the4 inner ends. of the said beams from the gine'bed beamshavingtheir inner 'extremi- .bottom of said fuselage posts and means connecting the outer ends of said beams to the top of said\posts.

50. In an aeroplane nation withl .fuselage posts formed with socket recesses along one edge, of a tie tube fuselage, the combihaving its extremities accommodated in the I post recesses, a` longeron closing each post recess, a frame supported by the longerons and engine bed beams supported at respecs tive extremities upon said frame and said tube.v

` U 5,1. In a fuselage for aeroplanes, the combination `with fuselage ,posts l'formed with socket recesses, a tube accommodated in suchn recesses, longerons abutting .the posts to'.

close said recesses, an engine frame supported upon said longerons, brace arms carried by said tube, engine bedbeams supported u on said brace arms and said engine frame and ldraft barsdirectly connecting said engine frame back to said posts.

Intestimony whereof/I aix my signature.

HENRY KLB'c'KLEnV 

